Overhead truck pusher and dispatch system



Nov. 20, 1962 1.. J. BISHOP ETAL 25,283

OVERHEAD TRUCK PUSHER AND DISPATCH SYSTEM Original Filed Sept. 5. 195814 Sheets-Sheet 1 A T IPA/78 Nov. 20, 1962 L. J. BISHOP ETAL Re- 25,288

OVERHEAD TRUCK PUSHER AND DISPATCH SYSTEM Original Filed Sept. 3. 195814 Sheets-Sheet 2 I /3/ l E m1 8 A Tole/vars Nov. 20, 1962 L. J. BISHOPETAL OVERHEAD TRUCK PUSHER AND DISPATCH SYSTEM l4 Sheets-Sheet 3Original Filed Sept. 3. 1958 INVENTOR5 EON/7R0 .1. 51.91109 ERICGOTTJCfi/fi K A TOR/V6715 Nov. 20, 1962 1.. J. BISHOP ETAL OVERHEADTRUCK PUSHER AND DISPATCH SYSTEM 14 Sheets-Sheet 4 Original Filed Sept.5. 1958 s x w m M N mm 0 m u A 06 R mm ax Y m B Nov. 20, 1962 1.. .1.BISHOP ETAL OVERHEAD TRUCK PUSHER AND DISPATCH SYSTEM 14 Sheets-Sheet 5Original Filed Sept. 3. 1958 Nov. 20, 1962 J. BISHOP ETAL OVERHEAD TRUCKPUSHER AND DISPATCH SYSTEM Original Filed Sept. 5. 1958 14 Sheets-Sheet6 INVENTORJ' zoM4wa u. a/sA/o Nov. 20, 1962 L. J. BISHOP ETAL Re. 25,

OVERHEAD TRUCK PUSHER AND DISPATCH SYSTEM 14 Sheets-Sheet '7 OriginalFiled Sept. 3. 1958 Nov. 20, 1962 1.. J. BISHOP ETAL 25,288

OVERHEAD TRUCK PUSHER AND DISPATCH SYSTEM 14 Sheets-Sheet 8 OriginalFiled Sept. 5. 1958 II II II I I l .L/

INVENTORS (As-awake J. e/sxlop BYA'R/C 6077192:% $126 7 Nov. 20, 1962 L.J. BISHOP ETAL 25,233

OVERHEAD TRUCK PUSHER AND DISPATCH SYSTEM Original Filed Sept. 5. 195814 Sheets-Sheet 9 IIIIIIIZ INVENTORS 150N400 a; EASY-{OP 6'07'7067/41/7b I ll, 7; 5 A; Q

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Nov. 20, 1962 L. J. BISHOP ETAL 25,288

OVERHEAD TRUCK PUSHER AND DISPATCH SYSTEM Original Filed Sept. 5. 195814 Sheets-Sheet 10 I N V EN TORS LEO/V4R0 .1. E/JV/OP Nov. 20, 1962 L.J. BISHOP ETAL OVERHEAD TRUCK PUSHER AND DISPATCH SYSTEM 14 Sheets-Sheet11 Original Filed Sept. 3. 1958 s f w? M 0 My M E/ r V88 m. A o as M? W/2 1. B 8 M k a k 3 M L 4 7 J M/ Nov. 20, 1962 L. J. BISHOP ETAL OVERHEADTRUCK PUSHER AND DISPATCH SYSTEM 14 Sheets-Sheet 12 Original Filed Sept.3. 1958 Ill , INVENTORS 150M420 a/awap A TOR/V4715 L. J. BISHOP ETALOVERHEAD TRUCK PUSHER AND DISPATCH SYSTEM 14 Sheets-Sheet 13 OriginalFiled Sept. 3. 1958 3 sw y M N m m m m 5 N a a, W 6

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Nov. 20, 1962 L. J. BISHOP ETAL Re. 25,288

OVERHEAD TRUCK PUSHER AND DISPATCH SYSTEM Original Filed Sept. 5. 195814 Sheets-511891214 WW MM A 7 Zak/vi rs' United States Patent Office Re.25,288 Reissued Nov. 20, 1962 25,288 OVERHEAD TRUCK PUSHER AND DISPATCHSYSTEM Leonard J. Bishop, Birmingham, and Eric S. Gottschalk,

Detroit, Mich., assignors to Mechanical Handling Systems, Inc., Detroit,Mich, a corporation of Michigan Original No. 2,982,228, dated May 2,H61, Ser. No. 758,810, Sept. 3, 1953. Application for reissue Mar. 19,1962, Ser. No. 131,842

26 Claims. (Cl. 104172) lvlatter enclosed in heavy brackets I: appearsin the original patent but forms no part of this reissue specit cation;matter printed in italics indicates the additions made by reissue.

The present invention relates to improvements in overhead truck pusherconveyor systems for factories and the like, in which freely rollingfloor trucks or dollies are propelled along a desired routing byoverhead main and transfer chain mechanisms engageable with a rigidupright mast on the truck.

A system of this general sort constitutes the subject matter of acopending application of Paul Klamp, Serial No. 551,088, filed December5, 1955, now Patent No. 2,949,862, August 23, 1960.

It is a general object of the invention to provide an improved trucktype conveyor system in which an im proved coordinated and synchronizeddrive of chain type main and branch or transfer conveyors each equippedwith a series of mast-engaging load bars, enables the switching of thetruck from one conveyor to another in a highly efficient manner. This isdone under the control of appropriate switching means without diminutionof the speed of travel of the truck, and without any need for specialmechanism to coordinate the starting, stopping, acceleration orde-celeration of the transfer chain conveyor relative to the mainconveyor. Further, the transfer is effected without any possibility ofjamming of two trucks at the zone of re-entry or convergence of thetransfer unit relative to the main line, whether through lack of propertimed coordination of the respective conveyors, or of power failure, orthe like, and without pos sibility of improper operation due to problemsintroduced by truck inertia.

In [expalantion] explanation of these matters of ad vantage, it hasheretofore been proposed to guide masthearing floor trucks into and outof branch or transfer lines without resort to any switch means, as forthe purpose of storing material on the truck pending return to the mainline, or of performing operations of one sort or another upon the loadof the truck, etc. This method is, of course, uncertain and unreliableas to operation, requires constant supervision by personnel, involves afactor of danger, and is otherwise undesirable.

It has also been proposed to employ in conjunction with a main pusherconveyor line a transfer line to which trucks may be shunted under thecontrol of a mechanical switch, being propelled positively on both linesby load bars carrying mast-engaging dogs. In an existing system of thiskind, the transfer chain is intermittently driven when needed, beingstarted by signal from a truck advancing on the main line, or otherwise.However, in the event the speed of the main line changes substantially(as is often the case) all of the drives for the individually operatedtransfer conveyors require adjustment to maintain a desired relationshipof their respective load bars. Furthermore, considerable wear and tearon the mechanism results from intermittent and frequent initiation andtermination of operation of the transfer conveyors, with the heavyweight of the trucks and their loads introducing inertial considerationsoften difiicult to overcome. In

the event of a power failure, the intended driving relationships of themain conveyor and the transfer conveyors is thrown awry, requiringtime-consuming maintenance in the re-establishment of the system.

The above identified Klamp copending application discioses a system inwhich at least one of the faults of the others is met and overcome, inthat the transfer conveyor is operated controlledly so that its mastpusher members overcome a mast of a truck propelled by a main conveyorand advance it onto a divergent branch or transfer line, the movement ofboth main and transfer conveyors being continuous and uninterrupted.Furthermore, the transfer conveyor is driven positively and directlyfrom the main conveyor chain as its one source of power. This insuresreliable and co-ordinated operation of the two conveyors in synchronismunder all conditions, and thus a further drawback in existinginstallations is overcome.

It is an object of the present invention to go a step further in thisdirection of improvement by providing an overhead truck pusher systemhaving transfer conveyors which are driven positively by caterpillarengagement with the main overhead conveyor chain, the two conveyorchains being thus permanently interlocked so that if one halts the otherdoes; and in which, moreover, the load bars of the two chains, on whichmast propelling dogs are carried, are exactly interrelated as tolongitudinal position and spacing, so that in entering an exit switchzone, in which the mast is to be diverted from the main line to a branchor transfer line by a mechanical switch, the respective main andtransfer conveyor load bars travel in exact side by side relationship,for a purpose to appear.

More specifically, it is an object to provide an arrangement of thissort in which the truck mast remains under the control of a mainconveyor load bar in traversing the switch zone, in the absence of anadvance mechanical signal to the switch, but is diverted by the switchonto the transfer conveyor load bar when such a signal is forwarded tothe switch, swinging the latter from a straightthrough to a switching ordiverting position. In this transfer operation the mast, under thecontrol of the switch, simply slides across and off the propelling faceof the dog of the main line conveyor and onto the correspondingpropelling face of the load bar of the transfer conveyor.

It is seen from the above that the invention provides a transferoperation that is not reliant upon the starting and stopping of atransfer conveyor, the transfer conveyor having a direct and interlockeddrive from the main conveyor; in which it is not necessary to delay thetransfer until one conveyor dog or load bar overtakes another and picksthe truck mast of the latter; in which interlocked, caterpillar typeaction insures the unfailing transverse alignment of the respective loadbars for the desired action; and further, in which problems of wear andtear on parts and inertia are eliminated by the continuous, synchronizedmovement of the sets of main and transfer conveyor load bars.

Another specific object is to provide a system featuring main andtransfer load bars aligned transversely in traveling along a switch zoneas described, in which the mast of a truck propelled by the mainconveyor is, during a portion of its traverse of said zone, laterallyconfined between a pair of swingable control or restraining ears on theload bar. Provision is made during each such movement of the mast toswing these cars out of restraining relation to the mast, whereby uponoperation of a switch in response to an advance signal, the switch willdivert the mast from the main conveyor load bar dog onto the transferconveyor load bar dog as described. If not so diverted, the control carsreturn to restraining relation to the mast in its further advance alongthe main line.

A still further object is to provide a system in which the operation ofthe load bar control cars is occasioned 3 by a track cam paralleling thetravel of the mast through the switch zone.

Yet another object is to provide a system as described, in which themechanical advance signaling to the switch zone is under the control ofa selectively adjustable flag arrangement on the truck mast, transmittedthrough a simple type of rocker arm and link arrangement to the switch.

In the system of the invention the transfer conveyor diverts the truckto a free destination point, at which it departs from propelling controlby the transfer load bar. The system is also featured by a waitingstation, at which the truck is manually returned to the control of thetransfer conveyor.

A general object is to provide a system of this sort having improvedmeans for insuring that no such truck shall be so returned unless thereis a load bar of the main conveyor approaching the switch zone andunburdened by a truck mast; and in accordance with this object, thesystem includes an improved, so-called empty place spotter unitoperatively connected to an improved truck mast halting and releasemechanism at the waiting station.

This mechanism is automatically resettable by the mast of the truckwhose re-entry is thus controlled, and its operation is such that, notonly will a truck mast not be picked up [to] by the transfer conveyorfor return unless the proper mechanical signal is received from theempty place spotter unit, but also that the mechanism, conversely, willnot be operated unless a truck mast is present in position to be pickedup, thus affording the necessary means to reset the mechanism.

Another more specific object is to provide a system of the classdescribed, in which the empty place spotter unit comprises,respectively, a lever operated mechanically by the mast of a truckadvancing on the main line to disable the spotter from initiating anoperating signal to the mechanism of the waiting station, in this event,and a roller arm operated by the load bar of the main line. In the eventno mast is present, this operation insures the desired signal to thewaiting station mechanism.

Yet another and more specific object is to provide a system in which,when a truck mast occupies the advancing main line load bar, henceactuates the lever mentioned above, the roller arm is shifted out ofposition to be engaged by the load bar in question, hence forwards nosignal to the waiting station.

A still further specific object is to provide a system having an emptyplace spotter unit and re-entry control mechanism as described, in whichthe mechanical hookup from the former to the latter serves to operate acontrol cam track at the waiting station, the function of which track isto periodically elevate a mast engaging and propelling dog of the loadbar of the transfer conveyor out of position to engage and pick up themast of a waiting truck. The cam track in question is shifted by theempty place spotter signal out of position to occasion this movement ofthe dog; and the latter, with assurance that an unoccupied main conveyorload bar is advancing, proceeds to propel the mast around the transferline to a point of re-entrance [of] to the main line, at which point thedog comes into the transversely aligned relation to the main conveyorload bar dog which has been referred to above.

The foregoing as Well as other objects will become more apparent as thisdescription proceeds especially when considered in connection with theaccompanying drawings illustrating the invention, wherein:

FIG. 1 is a schematic top plan view of a factory or like installation ofa truck pusher conveyor system according to the invention, varioustransfer lines of generally similar nature being shown in associationwith a main conveyor chain or line;

FIG. 2 is a front elevational view of a typical mastequipped floor truckcontrolled in its routing by the systern, with overhead frame orsuperstructure and track provisions shown in transverse verticalsection;

FIG. 3 is a top plan view, partially broken away, showing a typicallayout, as to its mast guide track structure and supports, of a transferconveyor unit;

FIGS. 4 and 5 are, respectively, views in enlarged scale and intransverse vertical section along lines 44 and 5-5 of FIG. 3;

FIG. 6 is a fragmentary elevational view of an advance mechanical signalstation of the individual unit of the system, as from line 66 of FIGS. 3and 20;

FIG. 7 is a top plan view of the corresponding transfer conveyor guidestructure of the unit, in relation to main conveyor track and chainbackup provisions;

FIG. 8 is a view in vertical transverse section along line S8 of FIG. 7;

FIG. 9 is a view in horizontal section along line 9-9 of FIG. 8, beingin larger scale and more clearly illustrating certain exit switch andload bar lift cam features;

FIG. 10 is a fragmentary view in enlarged scale of a truck mast andadjustable signal flag means thereon;

FIG. 11 is a view in enlarged scale and horizontal cross section along aline generally corresponding to line 1111 of FIG. 10;

FIG. 12 is a fragmentary view in vertical section along a linecorresponding to line 1212 of FIG. 11;

FIG. 13 is an enlarged fragmentary view in transverse vertical section,as viewed, for instance, from a line corresponding to line 13--13 ofFIGS. 3 and 16, showing main and transfer conveyor chains, withassociated controls, load bars and mast propelling dogs in atransversely tandem relation in which they travel in a switch zone ofthe system;

FIG. 14 is a fragmentary elevational view of the transfer conveyor loadbar, as viewed from line 1414 of FIG. 13;

FIG. 15 is a similar fragmentary view [of the] in elevation of the mainline conveyor load bar, as viewed from line 1515 of FIG. 13;

FIG. 16 is a schematic plan view to illustrate the relation of main andtransfer conveyor chain centers, as they traverse the switch zone, andthe action of the system in transferring the truck mast from the formerto the latter;

FIG. 17 is a fragmentary top plan view of an exit switch unit of thesystem, by which trucks are diverted from the main to the transfer line;

FIG. 18 is a fragmentary view, partially broken away and in sectionalong line 1818 of FIG. 19, of a lost motion connection between theswitch tongue and its control arm of the switch of FIG. 17;

FIG. 19 is a fragmentary view, partially broken away and in verticalsection along a line corresponding to line 1919 of FIG. 17;

FIG. 20 is a fragmentary top plan view showing an advance signal stationor unit of the system and linkage connecting the same for the operationof the switch of FIGS. l7, l8 and 19;

FIG. 21 is a view in transverse vertical section along line 21-21 ofFIG. 20;

FIG. 22 is a fragmentary top plan view of an improved control mechanismof the system, to govern the return of a truck to the main line inproperly timed relation to a load bar of the latter;

FIGS. 23 and 24 are, respectively, views in transverse vertical sectionalong lines 23-23 and 24-24 of FIG. 22;

FIG. 25 is a fragmentary view in side elevation, as from line 2525 ofFIG. 22, showing a cam track operated at the waiting station under thecontrol of the empty place spotter unit of the system, with provisionsfor guiding and vertically restraining the track in its movement;

FIG. 26 is a top plan view of superstructure or framework pivot means atthe waiting station of the system;

FIG. 27 is a side elevational view, from the direction of the arrow 27of FIG. 26;

FIGS. 28 and 29 are, respectively, views in vertical and horizontalsection along lines 2828 and 2929 of FIG. 27;

FIG. 30 is a top plan view of the empty place spotter unit of thesystem, showing its mast-operated control lever and load-bar operatedroller arm in various positions thereof, one position of theserespective parts being depicted in solid line and other positions beingsimply indicated by theoretical center lines and connecting pivot axes;

FIG. 31 is a fragmentary elevational view of the empty place spotterunit, as from the bottom of FIG. 39;

FIG. 32 is an elevational view of the same unit, as in the direction ofthe arrow 32 of FIG. 31;

FIG. 33 is a schematic top plan view showing the empty place spotterunit as link-connected to the truck mast control mechanism at there-entry awaiting station; and

FIGS. 34 and 35 are fragmentary views showing the parts of the emptyplace spotter unit in two positions other than that shown in FIG. 33.

FIG. 1 of the drawings shows a typical factory installation of thesystem of the invention, including transfer units A, B, C, D and E andarranged longitudinally along and on either side of an endless mainconveyor line 16, the nature of which is hereinafter described indetail. This conveyor may be varied as to length or outline, asindicated by dotted line in FIG. 1, may extend from room to room orthrough walls 11 separating the same, and it is endless in nature, beingconventionally driven by engagement with a suitable caterpillar typedriver 12 which is powered in any appropriate fashion. This sourceserves to power all of the various conveyor units A through B, becauseof a similar interlocked driving relationship of the respective endlesstransfer conveyors 1.3 of the latter with the conveyor Although thespecific outline of the respective conveyor units may vary, theirgeneral composition is identical, therefore, a unit such as the unit 13"may be taken as typical for the description of the system to follow.

The reference numerals 14 generally designate the load bars of thetransfer conveyor 13, while the reference numeral 15 correspondinglydesignates in a general way the load bars of the main conveyor 10, andit is to be understood that one of the functions of the transferconveyor unit B is to insure, on appropriate mechanical signal from thefloor truck 16 (FIG. 2) whose upright mast 17 is propelled by the mainconveyor 10, that this mast will be picked up by the transfer conveyorand transported to a discharge zone out of the orbit of the latter,where it is manually moved as desired. Another function is to insure theproperly timed re-entry of a truck, under propulsion by a transferconveyor load bar 14, to the main conveyor line, in the coordinatedrelationship mentioned above.

The operation of the system, as initiated by a signal flag device 18 onthe truck mast 17, is controlled in its entirety by load bar supported,cam follower means, advance signal means, waiting station re-entrycontrol means, empty place spotter means, etc., all supported by anoverhead superstructure of the general sort employed in overhead trolleyconveyor systems. It is difficult to pictorially depict all of suchstructure with clarity in a single view of the drawings, hence detailsof such structure are best studied in figures of the drawings dealingwith the particular operating means, mechanism or unit supported orguided thereby. However, preliminary reference may be made to FIGS. 3,4, 5, 7 and 9 for certain features of the fixed overhead structure andtheir relationships to one another.

The superstructure or framework referred to generally comprises a systemof longitudinally and transversely disposed horizontal channels 29, 21,respectively, appropriately supported from above, with other suitablerig1d angle iron hanger members 22 sustained thereby. Certain of thetransverse frame members 21 support a mam line monorail track 24immediately therebeneath, in the form of an I-beam centered above thecenter line of the main line conveyor 10 and co-extensive in length withthe latter. This track sustains the main conveyor and the series oflongitudinally spaced main line load bars 15 of the latter in the mannershown in FIG. 13 and as will be hereinafter described.

The frame members 20, 21 and hangers 22 also coact, as shown in thesectional views of FIGS. 4, 5 and 8, in supporting and guiding thetransfer convey-or load bars 14 (FIGS. 1 and 13), and to this end themembers in question are equipped with suitable vertically disposed,laterally spaced plates 25, 26 carrying transfer trolley supportingtracks 27. The plate member 25 is also provided with vertically spaced,continuous horizontal backing strips 23 for certain verticallyjournalled guide rollers of the transfer conveyor load bars, to bedescribed.

A pair of frame hangers 22 support, at the approximate elevation of thetracks of the backing strips 28, an angle iron 29 paralleling the mainconveyor track I-beam 24-, on which angle iron a longitudinally spacedseries of backup rollers 30 (FIGS. 7, 8 and 13) for the power chain (tobe described) of the main line conveyor 10. At a somewhat lowerelevatiornthe last mentioned hangers 2.2 have brackets 32 securedthereon supporting an angle iron 33 which serves as a side guide for themain line load bars; and at their lower ends the hangers 22' havesuitable further brackets 34 supporting side guides 35, 36 of channelcross section for the masts 17 of the trucks 16. The guide 35, as shownin FIG. 9, guides an outer side of the mast as it traverses a switchzone Z of the unit of the system under consideration, while guide 36actually constitutes part of the mast guide provisions of the transferconveyor part of the unit. As shown in FIG. 9, the means for guiding thetruck mast as it enters the approach to the switch zone Z is constitutedby a further channel guide 37 for the opposite or inner side of themast; and the {guide} guiding of the mast is resumed upon departure fromthe switch zone by a further guide channel 3% similarly spaced from thecontinuous guide channel {or bracket} 35.

In respect to the mast guide provisions of the transfer conveyor, it isseen by reference to FIG. 3 that the channel member 36 referred to abovecontinues longitudinally laterally in the general form of a turned U,terminating at a discharge throat 49 of the transfer conveyor structure, prior to arriving at which throat the truck mast passes out of thecontrol of the transfer conveyor load bar 14, and is advanced manuallyas further desired. The dot-dash line and arrows in FIG. 3 indicate theorbital path of travel of the center line of the transfer con veyor, asviewed in plan.

A second channel shaped guide member 42 parallels the guide 36 from theswitch zone to the discharge throat 4i and a similar guide member 43parallels the other leg of the guide 36, extending in the oppositedirection from the transfer zone Z to the area of a waiting station,designated 44, at which it terminates in flared divergent relation tothe inner guide member 36. This channel-constituted transfer guidearrangement for the truck mast is hereinafter generally designated bythe reference numeral 45, and the corresponding mast guides for the mainline conveyor are hereinafter generally designated 47.

As shown in FIG. 9, the reference numeral 49 designates a control camtrack governing the action of the main conveyor load bars 15 as theyenter, traverse and exit from the switch zone Z, which action will behereinafter described. For the present it suffices to point out that thecam track 49 includes an upward slope 50 at the incoming side, adownward slope 51 at the outgoing side, and an intermediate horizontallift portion 52. The reference numeral 53 in FIG. 9 generally designatesan exit switch governing the diversion of truck masts from the main line10 to the transfer line 13, as will be described.

CONVEYOR AND LOAD BAR STRUCTURE Now referring to FIGS. 13, 14 and 15 fora disclosure of the above captioned structure in association with trackand guide means of the character described, the main line conveyor 10 isconstituted by a main power chain (powered by thecaterpillar mechanism12 of FIG. 1) with which a series of main overhead power trolleys 56 arearticulated, in a known manner. These trolleys are of yoke-likecharacter, supported by load rollers 57 traveling the lower flanges ofthe overhead Lbearn track 24. Each main conveyor load bar 15 is equippedwith a pair of front and rear swivel suspending plates 53 (FIGS. 13 and15) which are suitably supported by spaced links of the power chain 55,with open links of this chain intervening between the load barsupporting links. The outer side of the main or power chain 55 is backedup by a series of backup rollers 30, referred to above and also shown inFIGS. 7 and 8.

As for the transfer conveyor load bars 14, referring now to FIGS. 13 and14, they are each provided with a pair of upwardly extending, verticallyjournalled front and rear guide rollers 61 which roll against the lowerbacking strip 28 of the frame plate 25, and, in vertically spacedrelation to the rollers 61, with a pair of similar anti-friction rollers62 which roll against the uppermost backing strip 28 of this plate. Inthe vertical space between the rollers 61 the load bars 14 arearticulated to an endless chain 64 of the transfer conveyor 13, and thisconveyor chain 64 is equipped, at longitudinally spaced pointstherealong, with rigid power takeoff lugs 65 projecting laterallythereof, for a purpose to be described.

Each transfer conveyor load bar 14 is equipped with a pair of supportingplates 66, which extend upwardiy between the laterally spaced rollertracks on the respective frame plates 25, 26, the plates 66 havingjournalled thereon a pair of track rollers 67 which ride the respectivetracks 27.

It is of the essence of the invention that the upper takeoff lugs 65, bywhich the transfer conveyor chain 64 is driven from the main power chain55, extend into mesh-like engagement with open links of the main powerchain 55; and that the transfer conveyor load bars 14, as thuspositively driven from the main conveyor 10, be so spaced and positionedlongitudinally as to come into exact transverse alignment with the mainline load bars 15 (refer to FIG. 16) as the two load bars come into andtravel along the switch zone Z, for a reason to appear.

This, of course, signifies that the longitudinal spacing of the loadbars 14 on transfer conveyor 13 be the same as or a multiple of that ofthe load bars 15 on the main line conveyor 10.

As shown in FIG. 15, each load bar 15 comprises a body 69 in the form ofa casting or stamping of inverted U-shape in cross section, the walls ofwhich are connected at the rear by a vertically elongated cross member70, the lower extension 71 of which projects beneath the load bar body69 and acts as a propelling dog for the truck mast 17, as will bedescribed. A forward restraining dog 72 of a conventional sort ispivoted at 73 between the side walls of the load bar body 69, beingcounterweighted for clockwise rotation. The rear cross piece carries arearwardly extending center boss 75 pivotally mounting a transversehorizontal pin 76, and, as shown in FIG. 13, a pair of like siderestraining cars 77 are secured on this pin, one at either side of theboss 75, to rotate therewith; the pivotal connection is made by anupward extension 78 of each ear 77. A coil spring 79 is connected at oneend of a fixed pin 80 on one of the ears 77 and at its opposite end to asimilar pin 81 on a rib S2 integral with the fixed dog extension 71 ofthe body 69, thus acting to urge both side restraining ears 77 inclockwise direction, as viewed in FIG. 15. As thus urged,

lug members 83 on the cars 77 engage the side walls of the load bar body69 to limit the movement in this direction.

As shown in FIG. 15, the gap at 84 between the rear of the forwardrestraining dog 72 and the front edges of the side restraining cars 77is less than the diameter of the mast 17, so that with the load bar 15in the operative condition shown in FIG. 15, it is impossible for themast to pass laterally out of the restraint of the ears 77 An operatingarm or lever 86 is secured to the outer end of the pivot pin 76 for theside restraining cars 77, the arm 86 extending downwardly and to therear and being equipped with an anti-friction cam follower roller 87 atits lower end. It is the function of this arm and roller, in engagingthe cam track 49 shown in FIG. 9 each time an advancing main line loadbar 15 comes into the switch zone Z of the unit, to swing the siderestraining cars 77 to the rear and in counterclockwise direction, asindicated in FIG. 15, the direction of advance of the load bar beingindicated by the straight line arrow. Thus, as each load bar 15traverses the switch zone, its restraining ears 77 are elevated to therear and upwards, out of restraining relation to the truck mast 17; andthe latter may be diverted into the transfer part of the system, whereit comes under the driving control of a transfer conveyor load bar 14.The diversion is effected through the agency of the switch 53, detailsto be described.

In further reference to the transfer conveyor load bars 14, eachcomprises a body 89 generally similar to the body 69 of the main lineload bar 15. A forward restraining dog 90 is pivoted at 91 between theside walls or flanges of this body, being counterweighted for clockwisemovement, and such movement being limited by engagement of a stop lug 92of the dog with the upper part of the body. This is also the case inconnection with the dog 72.

Load bar 14, as shown in FIGS. 13 and 14, has a pair of side bosses 93at its rear end, between which a propelling dog 94 is pivoted by meansof a cross pin 95. Dog 94 is provided with a top heel or abutmentportion 96 above and to the rear of its pivot pin 95, as viewed in FIG.14, and [its] this heel is engageable with a rear extension 97 of body89 to limit counterclockwise motion of propelling dog 94 from theoperative propelling position thereof shown in FIG. 14.

The dog 94 is, like the restraining ears 77 of the main line load bar15, given an intermittent motion about its pivot, but by different andselectively adjustable means associated with a control mechanism at theWaiting station 44 (FIGS. 3 and 22). For this purpose, the dog 94 isfixed on its pivot pin which rotates in the bosses 93, and a projectingend of the pin has secured thereto an upwardly extending crank arm orlever 99, to the outer end of which an anti-friction cam track followerroller 100 is applied.

Upon recurrent engagement of the roller 100 with a cam track of thewaiting station control mechanism to be described, the propelling dog94- is swung forwardly and upwardly, 0r clockwise, about its pivot pin95, thus to clear the dog vertically above the top of a truck mast 17,to a position within the side walls of the load bar body 89. When thistakes place, the transfer conveyor load bar 14 is disabled from pickingup a truck placed manually at waiting station 44, and thus advancing thesame to re-entry with the main line at the switch zone Z. However, whenthe dog 94 is not actuated as described (by withdrawal of the mentionedcam track from actuating position) the dog proceeds to pick up the mast17 and so advance the truck to the transfer zone.

EXIT SWITCH AND SIGNAL STATION CONTROL UNIT Now referring to FIGS. l7,l8, 19, 20 and 21 (in conjunction with FIG. 16 for clarity as to theresult accomplished), the switch generally designated 53 is of thegeneral type illustrated and described in the copending application ofPaul Klamp, Serial No. 601,001, filed July 30, 1956, now Letters PatentNo. 2,868,139 of January 13, 1959; and since its specific structuralfeatures constitute no part of the invention, reference can be had tothat [applicationl patent for such details, and the present descriptioncan be made brief. As shown in FIG. 19, switch 53 is mounted betweenfixed horizontal plates 181 of the superstructure, and comprises ashaped switch tongue 1112 (FIG. 17) which in the solid line position ofthat figure is in an inoperative, straight-through or non-switchingposition, being shown in dot-dash line in the operative or switchingposition. It is pivoted by means of a vertical pin 1113 or the like atthe junction of the main line mast guide channels 35, 33 with thetransfer line mast guide channels 36 and 42. Tongue 1112 has a rearextension 1114 on which a switch tongue control arm 105 is pivoted at1196 by means of a pin. A lost motion connection between the tongue 1132and control arm is effected through a small coil spring 1117 interposedtherebetween, see FIG. 18.

Control arm 165 is urged in clockwise direction (FIG. 17) about itspivot pin 1% by means of a relatively strong coil spring 1138, therebyacting to swing tongue 1112, through the lost motion connection, towardits operative or open switching position, shown in dot-dash line in FIG.17. Attendant motion of the control arm 1115 in this direction islimited by a fixed stop 1113 engageable by an offset extremity 111 onarm 1415. In the dot-dash line position, this oilset arm extensionextends across the mast guide opening between channels 36 and 42, and asthus positioned it is engaged by a truck mast 17 to reset the switch toits solid line position, an operation similar to that taking place inthe mechanism of Klarnp Patent No. 2,868,139, identified above.

The switch control arm 165 carries a vertically projecting latch lug113, shown in solid and dot-dash line in FIG. 17 in the respectivepositions of switch 53. This lug is engageable by a latch roller 114(shown in dot-dash line in FIG. 17) carried by a latch arm 115, thus tohold the switch 53 in its solid line, straight-through position. Arm 115is released from such latch engagement with the control arm 1115 underthe control of an advance signal station unit (to be described), the arm115 being pivoted on a fixed axis at 1111, and being provided for thepurpose with an extension 119 operable by a link of the signal stationunit.

Accordingly, with the switch tongue 1% in the operative, dotted lineposition of FIG. 17, and as the cam track 49 (FIG. 9) swings the arm 36of the main conveyor load bar counterclockwise (FIG. 15) elevating theside restraining ears 77 from the position shown in solid line in F116.16 to that shown in dotted line, the mast 17 engages the switch and isshifted by the latter, in the direction indicated by upright arrows inFIG. 16. The truck is thus transferred from propelling engagement withthe dog extension 71 of the load bar 15 to propelling engagement by thedog 94 of the transfer load bar 14. It is propelled by the latter to thedischarge throat of the transfer conveyor guide channels, Where it ismanually moved to any other location desired.

The signal station unit for controlling movements of the switch 53, andits linkage connection to the switch, are best shown in FIGS. 3, 6, and21 of the drawings. The signal station unit is generally designated bythe reference numeral 122. It comprises a vertically elongated tube 123suitably supported by the superstructure framework, at a point inadvance of the switch zone Z (FIG. 20) and to one side of thelongitudinal center line of the main conveyor chain 55. Such means maycomprise a suitable bracket 124 welded to the top of the main conveyorI-bearn track 24 and supporting a laterally extending, fixed arm 125,which is rigidly secured to the upright tube 123, as by a clamp device126 surrounding the latter. Generally similar provisions are made invertically 11) spaced relation beneath this mount, as generallydesignated 127, in this case being supported by the mast guide channel37. A vertical rod or shaft 129 is appropriately -journalled within thetubular support 123, having a laterally extending arm 130 securedthereto at its upper end above the track superstructure as indicated inFIG. 6. Arm 1311 has an elongated operating rod or link 131 pivotallymounted on its outer end, and this rod 131 extends angularly in relationto the main conveyor to a pivotal connection to the end of the latchcontrol arm 119 (FIG. 17) of the switch 53. The operating rod 131 isslidably guided in a fixed bracket 132 on the frame superstructure, asshown in FIG. 20, and a spring interposed between this bracket and thepivotal connection of the rod to the arm 119 serves to urge the latchlever 115 in clockwise direction, as viewed in FIG. 20, i.e., in thedirection for engagement with the switch latch lug 113 (FIG. 17) to holdswitch 53 in its straight line position of P16. 17.

Referring again to F168. 6, 2G and 21, the pivoted vertical rod 129 ofthe signal station unit 12?, has fixed on its lower end a furtherlaterally extending actuating arm 134, at a level somewhat below theupper extremity of the truck mast 17 (FIG. 6). This arm is engageable bya predeterminedly set signal flag 135 of the adjustable signal device 18on the mast 17 in this general Zone of elevation, and beneath the mainconveyor guide channels 35, 37, as shown in FIG. 6. As thus engaged bythe flag the arm 134 is swung clockwise from solid to dotted lineposition (FIG. 26) causing the upper arm 131 of signal unit 122, to drawlink 131 and thus rotate the switch latch arm 115 counterclockwise. Thisreleases the latch roller 114 from the latch lug 113, and switch spring111% (FIG. 17) snaps the switch 53 to its dot-dash line switchingposition of that figure.

MAST SIGNAL DEVICE It will be understood that this action takes placeonly when the signal station unit 122 is operated by the mast of a truck16- Which is intended to be diverted to the transfer conveyor line. Theadjustable mast device 18 providing for this selective setting is bestshown in FIGS. 10, 11 and 12 of the drawings. As therein shown, itcomprises pairs of like upper and lower brackets 1S7 boltconnected at138 to the mast and extending laterally from opposite sides of thelatter. The duplication of these elements is for the purpose of enablingthe truck to be diverted in either side direction relative to the mainconveyor 111, as indicated in FIG. 1 of the drawings. Each pair ofbrackets supports the top and bottom of a vertically elongated rod orbar 139 having a vertically spaced series of fixed pins 140 projectingradially from a side thereof.

Each rod is surrounded by one or more selector collar members rotatablerelative thereto, each including an inner tubular element 141 out toprovide a circumferentially extending slot 142 opening radiallytherethrough, and a collar body element 143 of annular form coextensivein axial length with the collar element 141 and fixedly secured thereto,as by welding.

The collar body element 143, as shown in FIG. 12, is machined orotherwise formed to provide on its inner peripheral wall an axiallyextending pin receiving slot 144 opening laterally at the bottom of thebody to a circumferentially extending recess 145 having an axiallyupwardly extending locking notch 146.

Accordingly, with the collar member in an angular relation to the seriesof pins 140 shown in FIG. 11, the collar may he slid axially of the rod139 to a desired flagging position adjacent an appropriate pin, thenswung from the solid line to the dotted line position of FIG. 11,causing that pin to be received in the recess 145, whereupon the collaris dropped to lock the end of the pin in the notch 146, and restrain thecollar from rotation.

Each collar 143 carries an integral, radially extend- 1 1 ing flag 135for engagement, if properly positioned with the operating arm 115 of thesignal station unit 122, in the manner described above.

WAlTING STATION AND RE-ENTRY CUNTROL MECHANISM FIGS. 22 through 29 and33 illustrate a re-entry control mechanism 156 situated in the area of,and above the Waiting station 44, at which Zone the mast guide channel43 of the transfer structure diverges from the coacting inner channel36, as shown in FIG. 3 of the drawings. It is the function of themechanism 150, operated under the control of the empty place spotterunit or mechanism to be described, to insure that a truck, manuallymoved to present its mast 17 at waiting station 44, properly re-entersthe main line. In doing this it is picked up and advanced by a load bar14 of the transfer conveyor 13 for re-entry to the main conveyor onlywhen an approaching load bar of the latter is unoccupied by a truckmast. Thus, the possibility of jamming of trucks at the switch zone Z iseliminated.

In order that the operation of control mechanism 159 may be bestunderstood, the empty place spotter unit to be described insures that solong as truck masts pass it, the mechanism 150 will continue to swingthe load bar dog 94 of transfer conveyor 13 (FIG. 14) upwardly and outof position to engage the mast 17. The result is that the truck 16 inquestion remains unmoved at waiting station 44. However, in the event anempty main conveyor load bar 15 passes the empty place spotter (andswitch 53 is unlatched to swing to switching position, in the mannerdescribed above) the transfer conveyor load bar dog 94 will remain inits operative position of FIG. 14, and the waiting truck mast will beadvanced to the switch zone, in properly timed fashion.

As shown in FIG. 22 of the drawings, reference being also had to FIGS.26 through 29 for details of supporting superstructure or framework, there-entry control mechanism comprises a first latch lever 151 pivotedbetween a pair of frame-supported plates 152, 153, as shown in FIG. 24,by means of an enlarged cylindrical boss 154 to which the latch lever151 is welded. The axis of this pivot is designated 155 in the drawings.

The latch level is of plate-like construction in the rough outline ofthe letter Y, adjacent the stem or foot of which the pivot member 154 islocated, and the two arms 157 and 158 of this lever diverge at an acuteangle in the direction toward the top of FIG. 22. A suitable enlargedcoil tension spring 158 urges latch lever 151 counterclockwise about itsaxis 155. The reference numeral 159 generally designates a second latchlever or arm which is pivotally mounted on a fixed upright axis on theframework which is designated 160 (FIGS. 22, 26 and 28). This isaccomplished by clamping a vertically elongated bearing tube 161 to anauxiliary framework structure 162, with a vertical rod 163 journalled inthe tube for arcuate movement. The second latch lever 159 is equippedwith a latch roller 164 at its outer end, the function of which is toengage and hold in operative position an elongated cam track member 166;and the function of the cam member 166 is, in turn, to cause theperiodic movement of the load bar dogs of the transfer conveyor upwardlyand out or" position to engage the truck mast, in the event a signal isnot transmitted to the mechanism 150 indicating the approach of a mainline load bar unoccupied by a truck mast.

In order to impart such signal to the mechanism 150, the second latchlever 159 has a control rod 167 operatively connected in fixed relationthereto, this control rod being worked by the empty place spotter unitor mechanism to be described. In order to elfect such operation of latchlever 159, its operating rod or shaft 163 has an operating arm 168secured thereto above the auxiliary framework structure 162, to theouter end of which arm the control rod or link 167 is pivoted by meansof an eye 169 (FIG. 22).

The reference numeral 170 generally designates a third pivotal controlmember or plate of the re-entry control mechanism 150. As shown in FIGS.22 and 23, the member 170 is of special plate-like form, being welded toa vertically elongated tubular, journal member 171 mounted for arcuatemovement in the auxiliary frame structure 162, with the connection ofthe plate made adjacent the lower end of the journal member 171. Theaxis of this journal member and of the plate member 170 is designated bythe reference numeral 172.

The outline of the control plate or member 170 affords (as shown in FIG.22) a mast stop face 174 adapted to be engaged by a truck mast 17, asshown in dotted line, when the truck is manually advanced into thewaiting station 44, thus holding the truck against further forwardmovement until signalled. Plate 170 has an arcuate portion 175 extendinglaterally from the stop face 174, and is then shaped in a generallyradial direction to provide a curved latch face 176. This face islatchingly engaged by an integral upright lug formation 1'77 on the endof the arm 158 of the first latch lever 151, and is thus held in themast stop position shown in solid line in FIG. 22, against the action ofa suitably anchored coil tension spring 178 which urges plate 176 forcounterclockwise movement as viewed in FIG. 22. The control and latchplate 179 also is provided with an integral longitudinally extendingreset arm 13!). This arm, upon release of the plate 170 from restraintby the lug 177, moves from the solid line position of FIG. 22 to thedot-dash position, in which it extends across the space betwen the guidechannels 36 and 43 for the mast 17. Thus, upon signal and release of themast for movement in the direction of the arrow, it engages the resetarm 18% to move plate 170 clockwise to the stop position shown in solidline.

The cam track 166 is mounted in vertically spaced relation above thestop and latch plate member 170 to move in unison therewith. To thisend, and as illustrated best in FIG. 23, the journal member 171 forplate 170 has a short length of bracket channel 182 welded theretoadjacent its top (to which channel the spring 178 is connected), and thecam track 166 is in turn welded to the channel, normally extendingparallel to and at one side of the center line of the transfer conveyorchain 64, as shown in FIG. 22. Cam member 166 may be fabricated of angleiron cross section, and has a latch roller limit element 184 secured toits vertical flange. The latch roller 164 of latch lever 159 restsagainst this member when the cam track 166 is in its normal positiondescribed, being held in that position by latching engagement of the arm158 of lever 151 with control plate 170. It is seen from the above thatwhen a truck mast 17 is advanced manually into the waiting station 44 itwill first engage the arm 157 of first latch lever 151, carnming thelatter clockwise about its axis to the position shown in dot-dash linein FIG. 22. This shifts the latch lug 177 of the lever arm 158 out ofrestraining or latching engagement with a face 176 of plate member 170.The plate and attached cam track 166 thereupon move a short distance toengage the upright fiange of the latter with the latch roller 164 of thesecond latch lever 159, then come to rest with the cam still restrainedby the latch roller, in a position in which the cam track 166 will stilloccasion periodic movement of the propelling dog 94 of each transferconveyor load bar 14, first out of and then back into position forengagement with a truck mast.

Structural features of the cam track 166 are shown in FIG. 25,considered with P16. 22 It has an outwardly and upwardly inclined riseportion 186 adjacent its outer end which is succesively engaged by theactuating rollers 10$) of the load bars 14, and its outer end isequipped with a horizontally journalled, anti-friction roller 187.

